Pto transmission system in a work vehicle

ABSTRACT

A PTO transmission system in a vehicle for transmitting power to a PTO shaft driving an implement comprises a planetary drive unit ( 3 ) having first and second input means ( 2, 5 ) and output means ( 4 ) coupled to the PTO shaft ( 8 ). The first and second input means are coupled to an output shaft of the vehicle engine ( 1 ) and to an output shaft ( 5 ) of drive motor means ( 7 ), respectively. Control means ( 11 ) control the transfer of power from a power source ( 4 ) to said drive motor means ( 7 ). The power source is a variable power generating means ( 6 ) driven by said PTO shaft. The drive motor means are configured and adapted to decrease or increase the rotational speed of the output means of the planetary drive unit on an increase or decrease of the power transferred to it, respectively.

The present invention relates to a PTO transmission system in anagricultural or industrial vehicle for transmitting power to a PTO shaftdriving an implement, said vehicle comprising an engine and ground drivewheels driven by main or traction drive transmission means comprising acontinuously variable transmission (CVT) or a power shift transmission,wherein the PTO transmission system comprises a planetary drive unithaving first and second input means and output means, said first inputmeans being adapted to be coupled to an output shaft of said engine,said second input means being adapted to be coupled to an output shaftof drive motor means and said output means being adapted to be coupledto said PTO shaft, said output means having a rotational speed which isa function of a rotational speed of the first and second input means;power source means; and control means adapted to control the transfer ofpower from said power source means to said drive motor means and coupledto sensor means adapted to sense the vehicle wheel speed and the PTOshaft speed.

Present day agricultural or industrial vehicles and specificallytractors comprise electronic engine controls and continuously variabletransmissions (CVT) or power shift transmissions in an effort to provideoptimum performance and fuel efficiency.

On the other hand, most PTO driven implements require a constant driveshaft speed or a drive shaft speed governed by other considerations toinsure proper operation.

Therefore, PTO transmission systems for agricultural or industrialvehicles for transmitting power to a PTO shaft driving an implement orvariable transmissions between the PTO shaft and drive means on theimplement itself have been designed in an effort to allow the controlthe working speed of such implements independent from the wheel speed ofthe vehicle or the speed of rotation of the engine thereof.

Examples for such PTO transmission systems may be found in the U.S. Pat.No. B2-6,692,395 or the DE-A1-196 21 391. These PTO transmission systemsuse planetary gear units having two input shafts driven by the engineand an auxiliary drive motor, and an output shaft for driving the PTOshaft. By changing the speed of rotation of the auxiliary drive motor,the speed of the PTO shaft may be varied in relation to the enginespeed. The energy consumption of such auxiliary drives is relativelyhigh and it still is not possible to readily adapt the PTO transmissionsystem to different implements and working conditions.

The present invention is directed to a PTO transmission system and amethod of operating thereof, wherein the power consumption is reducedand which is readily adaptable to different implements and workingconditions.

According to a first aspect of the present invention, a PTO transmissionsystem in an agricultural or industrial vehicle for transmitting powerto a PTO shaft driving an implement, said vehicle comprising an engineand ground drive wheels driven by main transmission means comprising acontinuously variable transmission (CVT) or a powershift transmission;said PTO transmission system comprising: a planetary drive unit having afirst and second input means and output means, said first input meansbeing adapted to be coupled to an output shaft of said engine, saidsecond input means being adapted to be coupled to an output shaft ofdrive motor means and said output means being adapted to be coupled tosaid PTO shaft; control means operable to control the engine rpm, thetransmission ratio of said transmission means and said drive motormeans; and an engine speed sensor, a PTO shaft speed sensor, operable tomeasure engine speed and PTO shaft speed respectively, and coupled tosaid control means; a target PTO speed; and characterized in that saidcontrol means may be operable to control the engine rpm, the gear ratioof said transmission means and said drive motor means to obtain a PTOoutput shaft speed corresponding said target PTO speed is provided.

The PTO output shaft speed may be adapted in an optimum manner to theworking environment such that the working efficiency is optimized.

The control may preferably be connected to an operator actuable modeselector means for selecting a plurality of working modes.

The selector means provided by an operator actuable mode selector means,said input signals defining a predetermined combination of controlparameters for the engine speed, the wheel speed and the PTO speed.

According to the invention one working mode may be selected wherein saidtarget PTO speed is defined by GPS mapping information or ISO-busconnected sources or operator input.

This working mode permits an optimization of the operation of theimplement based on GPS data of ISOBUS input devices and an improved fuelefficiency.

A further working mode may be selected wherein said target PTO speed isa function of the wheel speed.

As a result, the rotational speed of the output means of the planetarydrive unit and thereby the PTO shaft is readily adaptable to differentimplements and working conditions, at the same time optimizing the fueland working efficiency.

Further, said target PTO speed may be proportional to the wheel speed ina first wheel speed zone and said target PTO speed is constant in asecond wheel speed zone, above a threshold wheel speed.

Moreover, the invention may further comprise a torque sensor, coupled tothe control unit, and an even further working mode may be selectedwherein the target PTO speed is based on a constant target PTO load.

According to a second aspect of the present invention a method accordingto claim 8 is provided.

Non-limiting preferred embodiments of the invention will be describedbelow with reference to the drawings.

In the drawings:

FIG. 1 shows a first embodiment of the PTO transmission system accordingto the invention;

FIG. 2 shows a second embodiment of the PTO transmission systemaccording to the invention;

FIG. 2 a shows a diagram for explaining a mode of operation of thesecond embodiment;

FIG. 3 shows a third embodiment of the PTO transmission system accordingto the invention;

FIG. 4 shows a fourth embodiment of the PTO transmission systemaccording to the invention;

FIG. 5 shows an example of a working mode using a PTO transmissionsystem according to the present invention;

FIG. 6 shows a further example of a working mode using a PTOtransmission system according to the present invention;

FIG. 7 shows a diagram for explaining possible modes of operation of thetransmission system of the present invention.

In FIG. 1, an embodiment of the PTO transmission system in anagricultural or industrial vehicle for transmitting power to a PTO shaft8 driving an implement is shown.

The vehicle 30 is only schematically shown and comprises an engine 1 anddrive wheels 16 (only one being shown) driven by traction drive or maintransmission means 15 comprising a continuously variable transmission(CVT) or a power shift transmission.

The PTO transmission system comprises a planetary drive unit 3 havingfirst and second input shafts 2, 5 and an output shaft 4. The inputshafts 2, 5 may be for instance coupled to or in engagement with the sungear and the ring gear, respectively, of the planetary drive unit 3,whereas the planet gear carrier planetary drive unit 3 may be coupled tothe output shaft 4.

The first input shaft is an output shaft 2 of the engine 1, whereas thesecond input shaft is an output shaft 5 of drive motor means 7. Theoutput shaft 4 of planetary drive unit 3 is coupled to a PTO shaft 8.

With this planetary drive unit 3, the output shaft 4 has a rotationalspeed ωPTO which is a function of a rotational speed ωE and ωHM of thefirst and second input shafts 2, 5, respectively. The drive motor means7 therefore is adapted to decrease or increase the rotational speed ωPTOof said output shaft 4 of said a planetary drive unit 3 on an increaseor decrease of the power transferred to it, respectively, under controlof said control means 11.

A variable power source 6 which may comprise a variable displacementhydraulic pump drivingly connected to the PTO shaft 8 and controlled bycontrol means 11, and said drive motor 7 may comprise a hydraulic motordriven by said pump 6 via hydraulic lines 9 and 10. The variabledisplacement pump and hydraulic motor work together as a hydrostaticdrive.

Alternatively, the variable power source 6 may comprise an electricgenerator drivingly connected to said PTO shaft 8 and controlled bycontrol means 11. In this case, the drive motor 7 may comprise anelectric motor driven by said generator.

The control means 11 is adapted to control the transfer of power fromsaid power source 6 to said drive motor means 7 and is coupled to sensormeans (not shown) sensing the vehicle wheel speed, and the PTO shaftspeed and the PTO torque.

Further, the control means 11 is connected to an electronic enginecontrol unit 13 and an electronic transmission control unit 14 of saidtraction drive or main transmission means 15 via any of the conventionalbus systems 17 known in this field.

The control means 11 further comprises operator actuable selecting means12 for selecting any one of a plurality of working modes of said PTOtransmission system. This control means is adapted to further controlthe engine speed, a gear ratio of the main transmission means and thePTO speed in response to input signals provided by the operator actuablemode selector means 12, said input signals defining a predeterminedcombination of control parameters for the engine speed, the wheel speedand the PTO speed. These input signals may define a predeterminedcombination of the engine speed and a gear ratio of the maintransmission means 15 operative to reduce the power fed to said drivemotor means (6,51) to a minimum.

In another working mode, these input signals may define a predeterminedcombination of the engine speed and a gear ratio of the maintransmission means operative maintain the PTO speed at a selected speed.

The operator actuable mode selector means (12) are further operative togenerate said input signals defining a predetermined combination ofcontrol parameters for the engine speed, the wheel speed and the PTOspeed in response to external signals comprising one or more of GPSsignals, ISOBUS signals, PTO torque signals and signals generated by theimplement 20.

The drawings of the embodiments of FIGS. 2 to 4 only show the hydrauliccomponents of the PTO drive system and use the same control means 11,12, 13 and 14 as in FIG. 1, so that this control system is not set outin these drawings again.

In FIG. 2, the hydraulic pump comprises a standard load sensing pump 51which is anyhow provided on the vehicle and is constantly driven by theoutput shaft 2 a engine 1 preferably via a gearbox 50. This pump iscontrolled by the control means 11 and feed the drive means 7 via ahydraulic compensator 52, again under control of said control means 11.

The first input means of the planetary gear 3 comprises an engine shaftsection 2 b coupled to the engine output shaft section 2 a via a clutch53 permitting to completely shut off the PTO system if not in use.

The output shaft of the planetary gear is optionally coupled to the PTOshaft 8 via a PTO gearbox 54 to reduce the size and cost of thehydraulic components of the system.

FIG. 2A shows the relationship between the engine (ICE) speed on thehorizontal axis and the PTO speed on the vertical axis. The PTO speedmay be varied between a minimum flow and a maximum flow of the engine 1,and between these graphs, a reliable operation is possible.

In the embodiment of FIG. 3, the drive means 7 of the second input means5 of the planetary gear 3 is powered by an additional pump 51 which is avariable displacement pump driven via a clutch 53 at the output of theengine 1 and a gearbox 50 on the second output shaft section 2 b of theengine 1 extending to the planetary gear 3. The drive means comprises astandard hydraulic motor 7. The pump 51 is controllable via the controlmeans 11 shown in FIG. 1.

To permit a complete shut-off of the PTO system, the PTO clutch 50between the sections 2 a and 2 b of the output shaft of the engine 1 maybe disengaged.

A PTO gearbox 54 may be provided at the output end of the PTO shaft asin FIG. 2. FIG. 4 differs from the embodiment of FIG. 3 in that bothpump 51 and motor 7 have a variable displacement and are both controlledby the control means 11.

In the following, examples of working modes of the PTO system of FIGS. 1to 4 will be described.

As exemplified in FIG. 5, these working modes may comprise a firstworking mode wherein the operator selects at said input means 12 aconstant PTO speed and a constant wheel speed. The electronic enginecontrol unit 13 automatically controls the engine speed and electronictransmission control unit 14 automatically selects one of the selectablegears thereof for maintaining this constant wheel speed. The PTO speedis constant independently from the engine speed. Therefore, even if thecombination of the vehicle 30 and the implement rides uphill ordownhill, the PTO speed is constant, and only the engine speed and theselected gear change.

In this example, on even ground at position A, the vehicle speed is 10km/h, the engine speed is 1900 rpm, and the gear selected is gear 10. Atthe uphill position B, the engine speed is automatically increased to2200 rpm, and gear 9 is selected. At the downhill position C, the enginespeed is automatically decreased to 1600 rpm, and gear 11 is selected.At all positions, the PTO speed is kept constant at for instance 1000rpm.

In FIG. 6, a second working mode is shown, wherein the operator selectsat said input means 12 a PTO speed proportional to a predetermined wheelspeed selected by the operator or automatically controlled, theelectronic engine control unit 13 being adapted to automatically controlthe engine speed and electronic transmission control unit 14 beingadapted to automatically select one of the selectable gears thereof formaintaining said predetermined wheel speed. In this working mode, theengine speed is kept constant at 1900 rpm and the PTO speed is alwayskept proportional to the wheel speed so that for instance at position D,the PTO speed is 1000 rpm, whereas the wheel speed is 10 km/h. Theselected gear is 10. At uphill position E, the wheel speed reduces to 9km/h, the PTO speed is proportionally reduced to 900 rpm, and gear 9 isautomatically selected. At downhill position F, the wheel speedincreases again to 10 km/h with a proportional PTO speed of 1000 rpm,and gear 11 is selected. This working mode results in a uniformity ofoperation of the implement independently from the wheel speed and animproved fuel efficiency.

In the situation of FIG. 6, a third working mode may be selected,wherein said PTO speed is determined as a function of a GPS map or aISOBUS request, the wheel speed is selected by the operator orautomatically controlled, the electronic engine control unit 13 beingadapted to automatically control the engine speed and electronictransmission control unit 14 being adapted to automatically select oneof the selectable gears thereof for maintaining said constant wheelspeed. In this working mode, the PTO speed is a function of a GPS map ora ISOBUS request, and the wheel speed is kept constant at 10 km/h sothat for instance at position D, the PTO speed is 900 rpm, whereas theengine speed is 1900 rpm. The selected gear is 10. At uphill position E,the engine speed increases to 2200 rpm whereas the PTO speed isincreased to 1000 rpm in view of the operation based on a function ofGPS map data or a ISOBUS request, and gear 9 is automatically selected.At downhill position F, the engine speed decreases to 1600 rpm, whereasthe PTO speed is still 1000 rpm, and gear 11 is selected. This workingmode results in an optimization of operation based on a function of theGPS map data or the ISOBUS request and an improved fuel efficiency.

There may be any kind of functional relation between the vehicle wheelspeed and the PTO speed, it should not always be a proportionalrelation. The operator may for instance define two working points wherea certain PTO speed is selected for a specific wheel speed. A linethrough these working points may define such a relation between the PTOspeed and the wheel speed for the entire wheel speed range.

A threshold wheel speed can be defined to allow a different strategybelow and above said threshold. Below said threshold the relationbetween the PTO speed and the wheel speed could be a proportionalrelation while above said threshold the PTO speed may be fixed, defininga saturation zone.

Referring to FIG. 6 also a fourth working mode may be explained whereinthe operator selects at said input means 12 a predetermined PTO speedand a predetermined or automatically controlled wheel speed, theelectronic engine control unit 13 being adapted to automatically controlthe engine speed and said electronic transmission control unit 14 beingadapted to automatically select one of the selectable gears thereof formaintaining said predetermined or automatically controlled wheel speed.In this working mode, the wheel speed is kept constant at 10 km/h andthe operator selects continuously a desired PTO speed, so that forinstance at position D, the PTO speed is selected as 900 rpm, whereasthe engine speed automatically controlled to 1900 rpm. The selected gearis 10. At uphill position E, the engine speed increases to 2200 rpm, andthe operator has selected a PTO speed of 1000 rpm. Gear 9 isautomatically selected. At downhill position F, the engine speeddecreases to 1600 rpm and gear 11 is selected. The selected PTO speed iskept to 1000 rpm. This working mode permits an optimization of operationof the implement based on operator's input and may result in improvedfuel efficiency.

In a fifth working mode, a PTO speed resulting in a constant PTO poweris automatically controlled by said control means 11, the wheel speed isselected by the operator or automatically controlled, the engine speedis selectable by the operator or automatically controlled by saidelectronic engine control unit 13, and a gear is selectable by theoperator or automatically selected by said electronic transmissioncontrol unit 14. In this working mode, the PTO output power is keptconstant. When the load on the PTO increases, the PTO speed is decreasedin order to not exceed an adjustable power limit or to keep a constantoutput power. The benefit of this working mode is that similar to thedraft mode for the rear implement: the output power is maximized. Atorque sensor on the PTO shaft 8 measures the load on said shaft 8 andsaid control means 11 adapts the PTO speed to keep the PTO output powerconstant.

In a sixth working mode, a soft soil treatment is desired. In thisworking mode, the PTO speed is automatically controlled by said controlmeans 11 in response to the load acting on said PTO shaft 8, the wheelspeed is selected by the operator or automatically controlled, theelectronic engine control unit 13 controls the engine speed in responseto and operator input or automatically, and a variable gear is selectedby the operator or automatically selected by the electronic transmissioncontrol unit 14. The PTO speed is automatically reduced when the load islow enough, e.g. below a predefined threshold. As an example for thisworking mode, a soil cultivator may be considered. If the soil is hardthe mechanical work to prepare the soil is higher than when the soil issofter. With a softer soil the full PTO speed is not necessary, so it isreduced. By reducing the PTO speed when not necessary, fuel consumptionis reduced, and an optimized treatment is obtained. This is shown in thediagram of FIG. 4 wherein the working conditions in hard and soft soilare indicated. This working mode avoids an increase of the PTO speedbeyond a control target in soft soil and even decreases the workingpoint to a lower PTO speed of 540 rpm when operating in soft soil. Inhard soil, the control target of 1000 rpm is automatically controlled.

In spite of the fact that specific working modes have been set outabove, desired combinations of the specifics of these working modes areenvisaged and possible.

In all working modes, a PTO speed, a tractor wheel speed, an enginespeed and a variable gear are selected and/or automatically controlledaccording to a selected working mode within safe margins to avoid anengine stall on a sudden increase of the load on the PTO shaft. When theengine speed is lower than the rated speed (i.e. 1900 rpm), the enginemay have power enough but the torque margin is reduced. In case of asudden PTO load increase, if the PTO speed is kept constant, the enginewould stall, therefore the PTO speed is temporarily reduced to virtuallyincrease the torque margin. This has the benefit that the operator canwork very close to the maximum engine power and efficiency (i.e. 1900rpm) without the risk to stall the engine in case of sudden loadvariations. Higher efficiency (better engine working point) and higherproductivity (works closer to max engine speed) are achieved.

1. A PTO transmission system in a work vehicle for transmitting power toa PTO shaft driving an implement, the vehicle comprising an engine andground drive wheels driven by a main transmission comprising acontinuously variable transmission (CVT) or a powershift transmission;the PTO transmission system comprising: a planetary drive unit having afirst and second input and output, the first input being adapted to becoupled to an output shaft of the engine, the second input being adaptedto be coupled to an output shaft of a drive motor and the output beingadapted to be coupled to the PTO shaft; a control system operable tocontrol the engine rpm, the transmission ratio of the transmission andthe drive motor; an engine speed sensor and a PTO shaft speed sensor,operable to measure engine speed and PTO shaft speed respectively, andcoupled to the control system; a target PTO speed; wherein the controlis operable to control the engine rpm, the gear ratio of thetransmission means and the drive motor to obtain a PTO output shaftspeed corresponding to the target PTO speed, wherein the PTOtransmission system further comprises a torque sensor operable tomeasure the load on the PTO output shaft and coupled to the controlsystem.
 2. The PTO transmission system according to claim 1, wherein thecontrol system comprises a work mode wherein the target PTO speed isbased on a constant target PTO load.
 3. The PTO transmission systemaccording to claim 1, wherein the control system is operable to reducethe target PTO speed when the target PTO load is below a predefinedthreshold value.
 4. The PTO transmission system according to claim 1,wherein the control system is operable to automatically reduce thetarget PTO speed on a sudden increase of the load on the engine to avoidstall, when the engine rpm is below a threshold value.
 5. The PTOtransmission system according to claim 4, wherein the control system isoperable to control the engine rpm and the transmission ratio toresulting in at least one of (a) minimizing input from the drive motorand (b) minimizing engine fuel consumption.
 6. The PTO transmissionsystem according to claim 5, wherein the system further comprises anactuable selector coupled to the control system and operable to selectthe working mode.
 7. The PTO transmission system according to claim 6,wherein the drive motor is a hydraulic motor and the variable powersource is a variable hydraulic pump working together as a hydrostaticunit, the hydraulic pump being driven by the PTO output shaft or theengine output shaft.
 8. A method of controlling a PTO transmissionsystem, the method comprising the step of: defining the target PTOspeed; and controlling the engine rpm, the transmission ratio of thetransmission and the drive motor to obtain a PTO output shaft speedcorresponding the target PTO speed wherein the PTO speed is based on thePTO load.
 9. The method according to claim 8, wherein in a working modethe target PTO speed is based on a constant PTO load.
 10. The methodaccording to claim 8, wherein the control system is operable to reducethe target PTO speed when the target PTO load is below a predefinedthreshold value.
 11. The method according to claim 8, wherein the targetPTO speed is automatically reduced on a sudden increase of the load onthe PTO shaft to avoid stall, when the engine rpm is below a thresholdvalue.